KR20190057139A - Internal combustion steam engine - Google Patents

Abstract

A cylinder (2) arranged inside the engine casing, a reciprocating point between a distal top dead center position in the crank shaft and a proximal bottom dead center position in the crank shaft, and an engine crankshaft (16) rotatable about an axis of the crank shaft A piston (1) movably reciprocated along an axis and disposed within said cylinder operatively connected to said crankshaft such that said reciprocating piston makes a rotational movement in said crankshaft, a piston A combustion chamber (17), an intake valve (3A), an exhaust valve (3B), a fuel injector (4) for directly injecting fuel into the combustion chamber, the combustion chamber (17) being defined within the cylinder between the heads of the pistons A water injector (6) for directly injecting water into the combustion chamber at a position below the top dead center; And a spark plug (5), wherein said intake valve is in fluid communication with a compressed gas oxidant supply (9) configured to supply a compressed gas oxidant to said combustion chamber via said intake valve Internal combustion two-stroke steam engine.

Description

Internal combustion steam engine

The present invention relates to an internal combustion steam engine, and more particularly, to an internal combustion steam engine having improved efficiency, low pollution, high torque at low RPM, and a method of operating the same.

Steam engines and internal combustion engines have been used to produce mechanical rotary power for over 150 years. The current steam engine, based on a reciprocating piston, is made possible by James Watt's ability to connect a low-power reciprocating engine to the condenser to allow steam expansion at pressures below atmospheric pressure, thereby increasing efficiency. The introduction of steam turbines has enabled greater efficiency and expansion over a few inches of aqueous pressure in Earth gravity systems. However, the reciprocating steam engine was used every 20th century when high torque was needed at low RPM to move large weights over the steepest level in the rail industry. Steam engines typically use coal or natural gas, but any kind of fuel can burn to power generation. And an external boiler is needed to raise the steam in a superheated state. The superheated steam is often lower than the temperature of the fuel burned in the boiler because the heat transfer to water requires a significant temperature difference or a large heat transfer surface. Thus, steam engines are not widely used, except for some systems where power generation and the combination of mechanical power and steam are required. Steam engines generate higher torque than conventional combustion engines.

Modern vehicles are driven primarily by internal combustion engines. With the development of lithium batteries, electric vehicles have been adapted for urban or less than 200 miles of mileage, but modern transportation engines have been developed for Otto Cycle, Diesel Cycle, Brayton Cycle and Jet Propulsion Based on the Air Standard Cycle.

Various types of autocycles are used in land transport systems, small boats and propeller-powered small aircraft.

In power generation systems where wind and solar power facilities are not practical, there may be diesel or autocycle internal combustion engines.

Autocycle based engines can be used in farms and dairy farms where methane gas is available from manure, or propane is accessible.

Thus, despite environmental requirements to reduce the use of hydrocarbon fuels, engines based on autocycles will stand out globally for at least the next 20 years. It is therefore important to develop an engine design that maximizes efficiency while minimizing air pollution.

Diesel and autocycle engines are generally referred to as air standard cycles. This is because the air from the atmosphere is the main oxidant of the fuel (air is costless, fuel cost only). However, the nitrogen contained in the air results in NO _x formation that must be treated as a result.

Most autocycle engines are four-stroke engines. The engine uses gasoline, propane or natural gas (methane) as fuel, and the oxidant is air. To prevent knocking (abnormal combustion), the engine operates simply (more air than is needed for fuel combustion). This can result in NO _x formation, and also result in an incomplete combustion (CO formation). Both are greenhouse gases. Most of today's cars inject fuel directly to prevent the generation of unburned hydrocarbons.

Many of the smaller engines are so-called two-stroke engines. It is used for outboard motors, scooters, model airplanes, yard equipment and so on. Their size is generally less than 1000 cm ³ . Generally, a crankcase with a separate chamber is used to suck and compress the air supplied to the cylinder. When the piston moves downward from the cylinder, the piston compresses the air-fuel-oil mixture in the crankcase. As it approaches the end of the stroke, it opens the valve to the cylinder while the exhaust valve is still open, and the compressed air-fuel-oil mixture travels to the cylinder (combustion chamber). This results in some hydrocarbons being lost to the atmosphere. Obviously, no NO _x catalyst treatment has yet been proposed for two-stroke engines. Some producers of two-stroke engines are beginning to use direct injection fuel systems. This prevents the raw hydrocarbons from being discharged into the atmosphere, but does not solve the problem of NO _x at a sufficiently low cost for practical use.

Studies have been conducted utilizing H ₂ as fuel for many years, and tests conducted by the US Department of Energy (USDOE) and NASA (NASA) have shown that by varying the number of injector nozzle ports, Low NO _x formation.

In view of the above, it is an object of the present invention to provide an improved internal combustion engine that is more efficient and less polluted than conventional engines, and a method of operating such an engine.

1 is a cross-sectional view of an embodiment of an ICSE according to the present invention;
2 is a plan view of a preferred water spray pattern.
3 is a side view of a preferred water spray pattern showing an angle greater than 90 degrees.
Fig. 4 shows a particularly preferred embodiment of a water injection pattern inside the cylinder in the ICSE of Fig.
Figures 5A-5C illustrate an embodiment of the ICSE of the present invention with other optional air tank / buffer tanks.

In order to achieve the above object, the present invention provides, in a first aspect thereof, an engine comprising a crankshaft rotatable about an axis of a crankshaft, a cylinder disposed within the engine casing, a distal top dead center position in the crankshaft, A piston disposed within the cylinder and reciprocally moveable along a reciprocating axis between a bottom dead center position of the crankshaft and operatively connected to the crankshaft such that the reciprocating piston makes a rotational movement on the crankshaft, An intake valve, an exhaust valve, a fuel injector for directly injecting fuel into the combustion chamber, and a fuel injector for injecting fuel into the combustion chamber (head / upper portion of the piston) Directly injecting water into the combustion chamber at a location below the top dead center ) (Fuel injector and a separate) water sprayer; And a spark plug, wherein the intake valve is in fluid communication with a compressed gas oxidizer supply configured to supply a compressed gas oxidizer to the combustion chamber through the intake valve. A sparked reciprocating internal two-stroke steam engine .

In a further aspect, the present invention also provides a method of operation of the sparked reciprocating two-stroke internal combustion engine disclosed herein.

Above all, the engine of the present invention is a two-stroke steam engine, meaning that power is generated by igniting the fuel oxidizer mixture in the same cylinder in each rotation cycle of the crankshaft. This is made possible by moving the compression action of the oxidizing agent (air or oxygen) to a secondary compression device (not part of the engine), which allows the oxidizing agent to be compressed under the cylinder or in the cylinder, Which means that it is supplied to the cylinder in a compressed state. Thus, the compression before the fuel ignition does not occur or occurs with the help of the cylinder, but the oxidizer is provided in a fully compressed state. The main advantage when the engine is a two-stroke engine is, of course, that the engine can be much smaller than a four-stroke engine of the same power; Or alternatively, at the same size, the engine can in theory provide twice the power.

Secondly, the engine of the present invention is an internal combustion engine, but more importantly, it is also a steam engine, so it is the name of an internal combustion engine or ICSE. Indeed, in the engine of the present invention, the heat generated by combustion is used immediately after the latter is completed to evaporate the water sprayed after the necessary completion of the combustion by the dedicated water injector, producing a higher gas pressure, Generates more power on the shaft. As the temperature of the superheated steam decreases, the pressure inside the cylinder increases. The proper amount of water injection has been shown to provide about 5% more power than burning only fuel. However, there is a much more significant advantage in spraying water immediately after combustion occurs: the water vaporized by the heat inside the cylinder reduces the temperature in the combustion chamber, so that in conventional two-stroke engines where ignition occurs in each cycle The thermal deformation of the cylinder block and the cylinder head is remarkably reduced. Moreover, due to immediate cooling due to evaporation of the injected water, the overall cooling of the engine can be simplified, which in turn reduces the weight of the engine. In addition, it is easier to inject water than steam, more reliable (cheaper) parts are used, and less work is required.

A third important advantage of the present invention when the oxidant is air (and thus mainly nitrogen) is that the temperature inside the combustion chamber is drastically reduced due to water injection immediately after combustion, thereby significantly reducing the environmentally harmful NO _x formation risk. This in turn reduces the need for complex systems and additives to reduce NO _x to N ₂ (to meet domestic and international regulations).

The fourth advantage of the present invention is that unlike the conventional ICE, in which the maximum torque generated immediately after the combustion is completed at a small angle after the spark, all the injected water is converted into superheated steam and then the steam engine maximum torque is generated, It is remarkably bigger.

The terms " top dead center " and " bottom dead center " are commonly known expressions in conventional reciprocating engines and refer to both end positions of the pistons in the cylinder along the reciprocating axis, or more specifically, the upper positions of the pistons. The top dead center is the position when the piston is on a circle from the crank shaft, and the bottom dead center is the proximal position of the crank shaft. The position along the reciprocating axis is generally given by the angle (deg.) From one of the dead spots, with respect to the rotational center of the crankshaft. The expression is often followed by the preposition "after" or "before". For example: "5 degrees prior to top dead center" (reduced to 5 degrees btdc) means that the top of the piston is located at -5 degrees to the top dead center along a reciprocating axis corresponding to the rotational angle of the crankshaft. The notation in the range "between -5 ° and + 5 ° in top dead center" corresponds to "after top dead center 5 ° before top dead center" or "5 ° btdc to 5 ° atdc".

More preferred features and advantages of the present invention are described below with respect to ICSE and methods of operating it.

As described above, the supplied compressed gas oxidant is generally compressed oxygen or compressed air. Generally, the engine is entropy-compressed, preferably associated with a volume ratio of air on top of the stroke under-pressurized stroke to a compression ratio of at least 8: 1, more preferably at least 10: 1, even more preferably at least 12: Use air.

The intake valve (s) and exhaust valve (s) may be any suitable type of valve, preferably an independent poppet valve for use with almost all four-stroke engines, sliding or rotating disc valves, The same engine itself (the engine is thus an actuator) or driven by a separate actuator such as a pneumatic, hydraulic or electric actuator. For example, a valve system designed as a slide or spinning disc may advantageously allow timing of opening and closing of the exhaust valve at the opening and bottom dead center of the intake valve prior to closing of the exhaust valve.

The ICSE of the present invention allows an intake valve to be provided to supply the compressed oxidant when the head of the piston is in a reciprocating position of 90 [deg.] To 20 [deg.], Preferably 35 [deg.] To 25 [ And may further comprise an actuator configured to close the intake valve at 10 [deg.] To 2 [deg.], Preferably at about 5 [deg.] Prior to top dead center. Preferably, the ICSE is also such that when the head of the piston is in a reciprocating position of -21 DEG to + 15 DEG, preferably -10 DEG to + 5 DEG, more preferably 0 DEG from the bottom dead center, , And further comprises an actuator configured to close the exhaust valve at 25 [deg.] To 5 [deg.], Preferably 20 [deg.] To 10 [deg.], And more preferably at about 15 [ can do.

The fuel that may be used to feed the engine of the present invention may be any conventional fuel that is liquid or gaseous in steady state, such as hydrogen, hydrocarbons, or related oxygen-containing molecules. In a particularly preferred embodiment, the engine of the present invention is operated with the fuel being a gas in a steady state. In particular, preferred fuels are hydrogen; Methane, ethane, propane, butane or natural gas.

In particular, in a preferred embodiment of the present invention, the fuel injector (s) are configured to inject fuel at a temperature between -5 ° and + 5 °, preferably at 0 °, from the top dead center and the spark plug is ignited immediately after the fuel injector is closed .

The dedicated fuel injector (s) are advantageously configured to inject water into the combustion chamber at between 5 [deg.] And 40 [deg.], Preferably between 7.5 [deg.] And 30 [deg.] After top dead center.

In the most preferred embodiment, when air is an oxidant and H ₂ is a fuel, the mass of water injected into the combustion chamber represents 0.8 to 1.5, preferably 0.9 to 1.2, of the mass of combustion gas inside the combustion chamber After the named step (c)). These values were calculated using air as the oxidizing agent. In the case of O2 as the oxidizing agent, a larger amount of water is preferred, and especially 4 or 5 times (or more) the mass of the combustion products. The ICSE of the present invention generally includes not only a water tank for supplying water to the water injector but also a condenser section downstream of the exhaust valve. This condenser section, for example a heat exchanger, may be provided for condensing the vapor condensed into water from the exhaust gas, and then fed to the water tank by guiding. Recycling of the water used for such steam generation is particularly important in the mobile application of the ICSE where the amount of water transported is generally limited. Also, recycling water reduces the number of water replenishments. In addition, filtration means for filtering exhausted vapors may be provided. The water tank is preferably designed for water filling by a conventional filling cap and filling by condensed drainage.

The ICSE of the present invention may be applied to one or more characteristics or operating methods of an engine such as opening and closing of an intake valve, opening and closing of an exhaust valve, timing and amount of fuel injection, timing and amount of water injection, oxidant pressure, And a control unit configured to control the display unit. Generally, the control unit has an engine function composed of dedicated software for simultaneously controlling valve timing, air mass and pressure injection, fuel injection amount and timing, ignition, water injection amount and timing, water injection specification at the start and end of engine duty, It will provide a means to properly control performance.

Of course, the ICSE of the present invention can be composed of a plurality of cylinders in the same manner as conventional ICEs. In addition, each of these cylinders may preferably include a plurality of water injectors distributed along the circumference of the combustion chamber. The water injector may be disposed at any position of the cylinder located inside the combustion chamber. As the piston moves down due to the ignition of the fuel / oxidant mixture, the water may be injected when the piston head is in the position of about 5 ° to 35 ° past the top dead center. As the water injectors are connected to the combustion chamber, this results in a region between the top dead center and the top position of the piston when the crankshaft is at a rotational angle of 0 [deg.] To 35 [deg.], Preferably 5 [ Respectively. The water injector is preferably located in the region between the upper end position of the piston and the top dead center when the crankshaft is at a rotational angle of > 0 to 35 DEG, preferably > 0 DEG, because the water injector is accessible to the combustion chamber. 5 ~ 25 ° relative to top point

Alternatively or additionally, the ICSE of the present invention may comprise a plurality of water injectors stacked at different positions with respect to the reciprocating axis, i. E. Along a reciprocating axis, or at a level different from the top dead center relative to the reciprocating axis have. In a particularly preferred embodiment, the water injection of each of the plurality of water injectors is individually adjusted, for example, in accordance with the rotational speed of the engine.

Preferably, the at least one water injector is arranged to inject water in the form of fine vapor at high pressure, using a high pressure pump operating at a pressure of typically 350 to 400 bar. The water injector is preferably arranged to ensure that its spray characteristics and the position around the cylinder head ensure complete atomization of the water injected after combustion to produce micro-vapors coupled to the angled spray pattern consistent with post-combustion flame movement characteristics, To 90 DEG or more, preferably between 92.5 DEG and 150 DEG, more preferably between 95 DEG and 130 DEG relative to the reciprocating axis in the direction of the top dead center. In a particularly preferred variant of the invention, said angle can be controlled and adjusted by the control part.

Some of the components of the ICSE of the present invention are substantially similar to the corresponding components known from conventional ICEs, but some of these components may have very special characteristics, especially in some of the most preferred embodiments.

For example, the head of the piston facing the combustion chamber preferably has an inwardly curved surface that enhances the effect of the superheated steam formed, and maximizes the superheated steam characteristic for the purpose of obtaining maximum pressure in the piston during vapor expansion To be used.

The casing of the ICSE typically includes a cylinder head and a cylinder block. The head of the ICSE is preferably designed in such a way as to enable preheating of a quantity of water which is continuously injected directly into the cylinder after combustion of the fuel / oxidizer mixture. Also, the cylinder head can be advantageously constructed to enclose a distance of about 25 degrees of the top dead center of the piston head. In this case, one or more water injectors can be conveniently located between the cylinder head and the cylinder block.

The ICSE of the present invention may include multi-spark plug ignition means or one or more spark plugs per cylinder to increase the flame speed.

The method of operation of the sparked reciprocating two-stroke internal combustion steam engine (ICSE) described herein generally includes the step of operating the ICSE by supplying fuel, compressed oxidant, and then water, when the fuel combustion is essentially complete. In particular, the method comprises the following steps in each cycle of crankshaft rotation and corresponding reciprocating motion of the piston:

(a) When the head of the piston is in the reciprocation position at 90 to 20 degrees before the top dead center, preferably at about 35 to 25 degrees, more preferably at about 30 degrees, the intake valve is opened to supply the compressed oxidizing agent, Closing the intake valve at a previous 10 ° to 2 °, preferably at about 5 °.

Preferably, the opening and closing of the intake valve can be adjusted by a value within a predetermined range, preferably for each cycle

The method also includes the following steps in each cycle of crankshaft rotation and corresponding reciprocating motion of the piston:

(b) The exhaust valve is opened so as to release the exhaust gas when the head of the piston is in the reciprocation position at -21 DEG to + 15 DEG, preferably -10 DEG to + 5 DEG, more preferably 0 DEG from the bottom dead center, Closing the exhaust valve at 25 ° to 5 °, preferably 20 ° to 10 °, more preferably at 15 ° before the top dead center.

Preferably, opening and closing of the exhaust valve can be adjusted by a value within a predetermined range, preferably for each cycle.

During operation, in each cycle of crankshaft rotation and corresponding reciprocating motion of the piston, the method preferably comprises the following steps.

(c) Injecting the fuel at a range of -5 ° to + 5 °, preferably 0 °, from the top dead point and igniting the spark plug immediately after closing of the fuel injector.

The injection of water in the method can be carried out in each cycle of crankshaft rotation and corresponding reciprocating motion of the piston by the following steps:

(d) Spraying water into the combustion chamber at 5 to 40 degrees, preferably 7.5 to 30 degrees after top dead center.

The injection of fuel or water, or both, can advantageously be adjusted advantageously within a given range for each cycle.

As a result, the ICSE can be referred to as a steam engine because it uses water as the working fluid to provide a substantial portion of the piston motion. Further, since the oxidant is one of compressed oxygen or compressed air provided from an external source, it is a two-stroke internal combustion engine. The oxidizer is provided to the cylinder when the piston is adjacent to the TDC, the inlet valve is closed, the fuel is injected directly and the spark ignition is continued.

Ignition is achieved through the use of a spark plug in accordance with one or more of the diameter of the cylinder and the appropriate high voltage automotive coil. Usually one plug is enough; More than two plugs may be desirable or necessary if the fuel injected into the cylinder does not have a flame velocity sufficient to completely burn before the piston travels about 25 degrees from the top dead center. This is because it is ensured that combustion is essentially complete when water is added. The control unit will preferably control both ignition and water addition. The amount of fuel injected is similar to the amount of stoichiometric mixture. At the point where combustion is (almost) complete, the water liquid is preferably injected into the cylinder through a spacer that fits between the top of the block and the head.

When the fuel is hydrogen and the oxidizer is gaseous oxygen, the medium in the engine should be superheated water and is a true internal combustion engine in the sense that the exhaust gas contains only water.

If the oxidant is air, it will act as a mixture of superheated steam and nitrogen gas. The thermodynamic analysis would produce 5% more air than the same mass of air without producing high NO _x by adding water equal to the weight of the air.

The engine can be designed to allow the mixture to expand until the water starts to condense or until the pressure is close to atmospheric pressure.

The upward motion of the piston will raise the gas and vapor through the exhaust valve.

Before using the air as the oxidizer and before the piston reaches the TDC, the intake valve will open and the oxidant will help to push out the residual gas and water vapor. (If oxygen is used instead of air, the remaining small amount of water does not need to be released before the engine, which is the point at which it must be removed to prevent rusting if left unused for a long period of time.)

The fuel is preferably injected immediately, and when the injector and the intake valve are closed, the engine is ignited and repeats the cycle.

The process is described for a single cylinder. In the case of a four-cylinder engine, cylinders 1 and 4 are generally operated together, so that cylinders 2 and 3 are operated together to ensure the balance of the engine.

As described above, it is possible to recover water from the combustion gas and reuse it by using an air or water cooling condenser. Such a system can be added if, for example, a separate system can be achieved at a lower weight compared to transporting water during the operating time of the engine for a typical fuel tank. This is most likely when O ₂ is used as the oxidizing agent. When air is used as the oxidant, non-condensable N ₂ makes the condenser relatively large. A usable means of separating N ₂ and water vapor, if it can be made to operate in low power conditions and in sufficiently small amounts, is to use a molecular sieve.

If the oxidant is air, the use of the engine in a vehicle will in principle require a compressor capable of compressing the air at a rate necessary to operate the engine at least up to 3,000 rpm. Air must be delivered at a rate equal to or greater than the rate at which pressure is supplied to or to the mass flow of air required in a double horsepower 4-stroke engine. Generally, an ambient temperature of 350 to 400 kPaat may be met. That is, the 4-cylinder 2-stroke ICSE will be the same as the 8-cylinder 4-stroke engine with double displacement.

Such a compressor can be driven through a belt or chain system with a suitable sheave. It can also be driven by an electric motor.

The air supply system will typically supply a pressurized air at ambient temperature within the engine compartment such that it may require a storage tank and equal to one or two times the mass flow rate in a four-stroke engine.

In a valve system of an engine, a conventional poppet valve can be used, but the opening can be too limited. The ICSE may instead use a sliding or rotating disc valve that includes ports for both exhaust and intake flow. The valve plate provides the aforementioned overlap in the opening and closing of the valves, so that the control can be simplified.

This will also eliminate the need for a cam to facilitate electronic control or computer control of the engine and to control the valve.

Testing of different fuels would require the use of different valve timing, for example simply by changing the plate or changing the control parameters in the control. However, a single design for H ₂ is considered suitable for any given gaseous fuel.

All explicit values provided herein should be understood to be approximate unless explicitly stated otherwise. Thus, it should be understood that each of the specified values includes values in the range between 10% and 10% above the value. It should be understood that values indicated with " about ", " approximately " or similar words include values in the range between 20% below and 20% above this value.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings.

The following description describes some embodiments and variations of the ICSE and methods of operating the ICSE in accordance with the present invention. The following description is not intended to limit the scope of the appended claims, but rather to illustrate presently preferred embodiments of the invention.

As also shown in Figures 1 and 4, the internal combustion engine (ICSE) itself is comprised of a number of components similar to those known in internal combustion engines. Which is preferably attached to a cylinder head, a somewhat standard cylinder block, and a crankshaft 16, and which has the effect of changing the reciprocating motion of the piston 1 into the rotational motion of the crankshaft 16, (1).

The basic gasoline engine has four strokes: 1) an intake stroke that creates a vacuum through the intake valve to draw air into the engine with a downward movement of the piston, and 2) an intake stroke, which, when the valve is closed, The internal combustion steam engine is a compression stroke in which the air is adiabatically compressed during the compression stroke of the internal combustion engine, and the internal combustion steam engine opens the at least one intake valve 3A to the top dead center btdc and finally closes at the top dead center tdc Or oxygen). The expression " compressed oxidant ", " compressed air ", or " compressed oxygen " in the context of the present invention means that the oxidant, air or oxygen is at least 4 to 7 bar, preferably 5 bar or more, Which is compressed at the manifold absolute pressure (MAP). Higher pressures lead to more oxidant feed. When the compressed air is introduced separately from the engine, the intake air temperature is relatively lower than that in the case where compression is performed in the engine by isentropic compression and air compression is performed. This will result in a higher intake air mass per volume while a lower intake temperature reduces the likelihood of fuel self-ignition. This results in a higher compression ratio being available. These will have a direct impact on the combustion temperature and the amount of water evaporated, and generally on engine efficiency and power. The compression oxidant feed 9 system is unique because its gas temperature is not a function of the operating temperature of the engine itself but is dependent on the compressed oxidant feed itself, including for example the compressor and the cooling system itself. The compressor as described in more detail below is preferably electronically coupled to the engine via sensors, which will provide information such as, for example, the temperature of the combustion as well as the combustion temperature. These parameters are preferably computed by a dedicated program driven by a control (not shown in the ICSE control), which will cause the compressor to generate the required air pressure as well as the required air volume. The oxidant (air or O2) MAP pressure should preferably be comprised between 4 and 7 bar. As already mentioned, preferred compressor controls and components will be described below as separate descriptions.

Valve 3A, 3B design preferably allows the incoming air to completely sweep the exhaust gas from the cylinder. The openings of the head will preferably be circular tear shell recesses that guide the incoming air away from the exhaust port and flow around the combustion chamber 17 and push out the exhaust gas, preferably utilizing similar tear shaped recesses Direct air and exhaust gases out of the outlet port.

Although ICSE can use poppet valves 3A, 3B, this type of valve generally limits the minimum distance that must be provided below the top of the cylinder. Other types of valves can be used to overcome this potential problem. Valves of the rotary disk or sliding plate type can be advantageously used. These types of valves allow the piston 1 to be very close to the top of the cylinder. Potentially, they can be operated by an ICSE control using an actuator such as a solenoid. Alternatively, they may also be moved away from the overhead camshaft having a connection designed to rotate the disc to be opposed by a spring, or in the case of a bar-type slide, a spring activated directly by the cam, Return to the position. The sliding valve or disk may be designed to be flat with the top surface of the cylinder. Such a design would be narrower in the plane toward the piston and would have a larger lateral dimension at the top to minimize the likelihood of leakage around the circumference side of the slide or disc.

Conversely, the slide may be at a narrow distance above the top of the cylinder. In the latter case, the top of the cylinder may have very shallow indentations in the form of teardrops to create a flow of exhaust and incoming air. If the valve openings overlap in time, the incoming air can assist in sweeping away all exhausted combustion gases from the chamber. In this situation, the ICSE can be operated at the pressure at the point where the gas at bottom dead center (exhaust valve opening point) reaches atmospheric pressure or vapor condensation.

In both the internal combustion engine and the ICSE, the fuel may be injected through one or more spark plugs 5 through four jets located at the head at the top dead center where the oxidant (air or O ₂ ) and fuel are ignited In engines, with the motor under pre-ignition knock, the carburetor would have injected liquid fuel into the low pressure air as it entered the engine. For this reason the current internal combustion engine runs in a lean state.) The ICSE is preferably Use only gaseous fuel such as hydrogen, methane or propane and will preferably not be knocked even if the engine is stably operated from one or more jets such as four or more jets.

The heat added to the water to generate the steam at the elevated pressure is the enthalpy at that pressure minus the enthalpy of the liquid water in the saturated state of 400 kPa. The work performed by the expansion is the enthalpy at high pressure minus the enthalpy in the exhaust gas. The efficiency of the steam expansion process is the work divided by the added heat. The added heat is obtained from the combustion gas of fuel / air or oxygen mixed with the water converted into steam to drive the engine piston.

In a particularly preferred embodiment, the top of the piston surface, which is preferably slightly concave at the top dead center, and the shape of the combustion chamber formed by the header will form a rotating ellipse about the short axis 8. This will make high velocity gas fuel jets and move the gas upwardly as well as radially outward for better mixing with the oxidant to ensure more mixing. The front part of the flame will quickly move at a speed of more than 8 m / s through the combustion chamber, no unused fuel will remain, and it can be a problem if the shape of the upper part of the piston leads to the poor circulation area. It is also expected that conical jets of finely dispersed water will help vaporize.

At the end of combustion and a slight downward movement of the piston, a high-pressure liquid phase is injected and vaporized into the combustion chamber 17 of the cylinder 2, generally according to engine speed, to lower the combustion gas temperature, , Thereby providing additional power to push the piston 1 downward.

The amount of water entering the cylinder is preferably approximately equal to or greater than the mass of the combustion gas, and the water will become superheated steam. The combustion gas / vapor mixture will be pushed through the at least one exhaust valve by a piston that expands in an adiabatic manner from low to low pressure and then moves upward. In the previous few degrees, the fresh oxidizing agent (air or O ₂ ) will begin to enter the engine and vent any residual combustion gases.

For ICSE operating at 3000 rpm using H ₂ fuel, the water injection point will generally be about 5 ° to 40 ° of rotation of the crankshaft if the flame side only moves at 8 meters per second. For ICSEs operating at 1000 rpm, the water injection can only be started between 5 ° and 10 ° above the top dead center. If the fuel is hydrogen and the oxidant is pure oxygen, the combustion gases are all steam. If the oxidant is air, the exhaust gases are steam and nitrogen. If the hydrocarbon gas or liquid is fuel, N2 and steam as well as CO2 will also be generated. The US Department of Energy (USDOE) should have little or no NOx in the exhaust, as even a small amount of water added to the 4-stroke H2 powered ICE has shown dramatically reduced NOx production. Therefore, ICSE with high water addition should have little or no NOx.

According to thermodynamic calculations, ICSE will generate more power than standard internal combustion engines with the same fuel-to-air ratio. Because a two-stroke engine delivers one power stroke per piston per engine revolution and a four-stroke engine has only one power stroke per revolution, ICSE, which is half the size of a standard four-stroke ICE, And will cause less pollution. Thus, internal combustion steam engines are more environmentally friendly.

Also, if the head is designed to cover approximately 20 to 25 degrees of engine rotation, the engine block is likely to be made of a low cost material.

The power delivered by the new ICSE is significantly higher than the power of a conventional internal combustion engine. This is due to the formation of superheated steam immediately after the combustion process as well as the additional mass and pressure increase in the expansion process.

Calculation shows that the combustion gas cools while the temperature rises in the water in a nearly constant volumetric process (before the volume increases much due to the downward movement of the piston). There will be less volume change during heating and vaporization of water, but a slight expansion will occur. The amount of volume change during this process depends on, for example, the accuracy of the steam and the rpm of the engine.

Consequently, in another preferred embodiment, a new type of water injector 6 is used that responds better to the requirement of microvaporization. A preferred injector will be further described below.

At the end of the expansion, the burned gas will contain not only nitrogen but also water in the form of a fine vapor stream if the oxidant is air, not pure oxygen (O2).

This will produce results that are close to the clean engine in terms of emissions.

In conventional ICEs, if the combustion temperature is sufficiently high in the ICE using air as the combustible, typically some of the water formed is decomposed and NOx can be produced in the presence of nitrogen.

NOx production is an endothermic reaction that somewhat cools the gas, and at some point the gas is in a balanced state that can include O2, O, NO, NO2, H2O, H, OH,

Of course, in order to make this possible, the combustion gas must reach a sufficiently high temperature and the presence of excess O2 will increase the likelihood that a certain amount of excess air will form NOx.

NO _x is a mixture of NO and NO ₂ . The Gibbs function and temperature can be used to calculate the balance concentration of the combustion products. This means that if the gas is kept isolated to reach equilibrium by repeated calculations, burning H ₂ in the air will result in some NO _x formation.

By adding water to the burned gas, they are cooled while heating water to a vapor phase. Keep the pressure high while lowering the temperature. Thus, NOx does not have the time to theoretically form as the temperature drops to a point that is no longer an equilibrium component. In any case, not much is formed. Therefore, undesired NOx production is clearly lower than conventional ICE.

In the thermodynamic calculations, most of the energy was obtained by using a stoichiometric mixture of air and H ₂ to avoid excess air.

Upon complete combustion, a high temperature mixture of H ₂ O and N ₂ is formed and rapidly cooled by the addition of injected water, so that NO _x is hardly formed.

In another embodiment of the ICSE according to the present invention, the engine is provided with a specific head which provides preheating of the water to be injected into the engine 13, and the water to be injected is already present in the engine common for engine head and cylinder cooling It flows through a similar conduit. By providing an appropriate water circulation rate in the ICSE conduit, the water is heated and can generally reach temperatures close to the boiling point. This requires less energy directly generated by the combustion required to bring the water into the superheated vapor state while utilizing waste heat energy, which will eventually reduce the amount of combustion required.

In spite of being a two-stroke engine, in return for weight increases due to valves and associated operating systems, the ICSE has to be able to use at least one, instead of using simple ports (which result in a general performance control loss for most 2-stroke engines) The intake valve 3A and the exhaust valve 3B.

An important feature of the ICSE is the water injection system. As described above, the top of the piston at top dead center and the shape of the combustion chamber formed by the head preferably form a rotational ellipse about its short axis. Preferably, the shape of the piston is made to prevent the occurrence of the projective circulation zone. To take advantage of this feature, the water injection nozzle is preferably positioned around the combustion chamber periphery 11 and has a generally fine spray pattern. Because the front of the flame tends to move along the vertical downward axis along the jet direction of the combustor, the water injector will advantageously inject at an angle of 90 degrees or more calculated from the vertical line drawn from the top 12 of the engine head.

The water will be injected after a predetermined rotational angle of the crankshaft, such as about 5 to 40 degrees from the top dead center. This timing preferably ensures complete combustion of the fuel before the water is injected. It is generally assumed that ignition occurs between 0 and 5 degrees from the top dead center. The number and distribution of water injectors depends on the ability to provide fine spray used to inject fuel from diesel engines. The proposed calculation was performed for ICSE rotating at 3000 rpm. The amount of water was chosen to be equal to the mass of all combustion products (equal to the mass of fuel and air). More water can be injected and, according to calculations, this amount will provide significantly more power than simply burning fuel in air or pure oxygen.

2 and 3, the water injector-spray pattern indicates the position of the water injector 6 so that they can be located in different positions 11 around the combustion chamber 17, for example in a circular manner, . The nozzle of the injector will preferably have a conical spray pattern when viewed from above the engine head in Fig. Viewed from the front of the injector, the spray pattern will generally define a linear pattern characterized by a nominal injector spray angle. The angle is defined to cover as wide an area as possible when viewed from the top of the cylinder head, and the angle defined by the limited angle and the angle, which covers the need for water to be sprayed downwards in such a manner as to follow a downwardly moving flame, Do.

The oxidant (air or O2) supplied to the cylinder intake valve 3A will need to be compressed. In most cases, ICSE will operate with air instead of pure oxygen, so ICSE will operate with compressed air as the oxidant. Although there are different means of achieving this goal of the compressed gas oxidant feed 9, the compression device is preferably arranged to be at a distance such that the air mass can be cooled before entering the cylinder (through the intake compressed air manifold 10) As shown in FIG. This has the effect of supplying air at a high density, which is a favorable comparison with the so-called Scuderi engine, where conventional compression engines or compression cylinders and detent cylinders are generally adjacent. The Scuderi engine has a pair of cylinders, and each engine performs two tasks (strokes) of the existing engine. Compression cylinder performs intake and compression. The detent or power cylinder performs combustion and exhaust. The compressed air is transferred from the compression cylinder to the power cylinder through the crossover passage. Fuel is then injected and burned inside the power cylinder to produce a power stroke.

Compressed air can be generated when it is necessary to supply it directly to the ICSE. Alternatively, compressed air can be temporarily stored. Compressed air can be actively cooled before (or after) storage by providing a so-called intercooler that includes a heat exchanger. Compressed air in this heat exchanger can be cooled by ambient air or water that is injected into the ICSE.

In a preferred embodiment of the invention, means are provided for adjusting the amount of oxidant blower or compressed oxidant storage output to the required amount of combustion in a stoichiometric manner. There are various means for achieving this goal, including monitoring of cylinder head temperature, analysis, and exhaust gas temperature. It will be appreciated that the present invention may utilize electrically driven compressors or self-driven compressors that can vary in speed to meet stoichiometric combustion needs.

After expansion, the low pressure steam can be filtered, condensed and returned to the water tank 7. The water circulation in the present example generally includes a water tank 7, a low pressure circulation pump 14 for preheating water in the water chamber 13 and a high pressure injection pump 15 connected to the water injector 6 inside the ICSE .

Figure 5A shows an embodiment of the ICSE 20 of the present invention, and Figure 5B shows an embodiment of an air tank / buffer tank 30 for temporary storage of compressed air (oxidant). 5C is a cross-sectional view of the air tank 30 of FIG. 5B.

The ICSE 20 includes a cylinder block having an upper valve cover 22 and an oil pan 26 at the upper portion thereof, a connecting portion 24 for supplying water or coolant to the cylinder block, a rotatable crank And an axis 25. In some embodiments, the crankshaft 25 may be operably connected to a compressor (not shown), an alternator (not shown) and / or a fan (not shown) for supplying compressed air to the buffer tank 30 .

The intake manifold 23 has an air inlet 21 which is fluidly connected alternately with the combustion chamber of each cylinder through an intake valve and is also fluidly connected to the buffer tank 30. In some embodiments, the buffer tank 30 is connected to the air inlet (not shown) by a flange 33 and a fixing bolt (not shown) to fluidly connect the buffer tank volume to the intake manifold 23 via throat 31 21). The buffer tank 30 for temporarily storing the compressed air provided by the compressor through the air inlet 32 is provided for controlling (throttling) the supply of the compressed air to the combustion chamber of the cylinder through the intake manifold 23 And further includes a valve such as a butterfly valve 35.

Buffer tank 30 can be made of stainless steel and has a suitable capacity to hold compressed air to fill all the cylinders at least twice the amount of air required per two-stroke cycle. For example, the buffer tank 30 may have a capacity to accommodate about 4 liters of air compressed to 10 bar or more for a 2 liter engine.

1 ... Piston
2 ... Cylinder
3A ... Intake valve
3B ... Exhaust valve
4 ... Fuel injector
5 ... Spark plug
6 ... Water injector
7 ... Water tank
8 ... Curved piston top
9 ... Compressed gaseous oxidizer supply
(Compressed air supply, compressed oxygen supply)
10 ... Intake compressed air manifold
11 ... Water injection pattern seen from top of engine (from top of engine)
12 ... Water injection pattern seen from engine side direction (water injection pattern seen from side of engine)
13 ... Water chambers
14 ... Low-pressure pump
15 ... High-pressure pump
16 ... Crankshaft
17 ... Combustion chamber
18 ... Steam condenser unit
20 ... ICSE embodiment
21 ... Air inlet
22 ... Valve cover
23 ... Intake manifold
24 ... water or coolant connection (connection for injection water or coolant)
25 ... Crankshaft for compressor & alternator & fan for compressor &
26 ... Oil pan
27 ... Fly wheel
30 ... Buffer tank
31 ... throat connections to manifold
32 ... Air inlet from compressor
33 ... Flange with bolt holes to match manifold (Flange with bolt holes to match manifold)
34 ... Vertical section of buffer tank
35 ... Butterfly valve

Claims (27)

A cylinder (2) arranged inside the engine casing, a reciprocating point between a distal top dead center position in the crank shaft and a proximal bottom dead center position in the crank shaft, and an engine crankshaft (16) rotatable about an axis of the crank shaft A piston (1) movably reciprocated along an axis and disposed within said cylinder operatively connected to said crankshaft such that said reciprocating piston makes a rotational movement in said crankshaft, a piston A combustion chamber (17), an intake valve (3A), an exhaust valve (3B), a fuel injector (4) for directly injecting fuel into the combustion chamber, the combustion chamber (17) being defined within the cylinder between the heads of the pistons A water injector (6) for directly injecting water into the combustion chamber at a position below the top dead center; And a spark plug (5)
Wherein the intake valve is in fluid communication with a compressed gas oxidant supply (9) configured to supply a compressed gas oxidant to the combustion chamber through the intake valve.
The internal combustion two-stroke steam engine according to claim 1, wherein the compressed gas oxidizing agent supplied is compressed air or compressed air, preferably compressed air at a pressure of at least 3 to 6 bar.
The internal combustion two-stroke steam engine according to any one of the preceding claims, wherein the compressed-gas oxidant feed section comprises a compressor and preferably a temporary storage and / or heat exchanger.
4. A method according to any one of claims 1 to 3, characterized in that the head of the piston is in a reciprocating position between 90 DEG and 20 DEG, preferably between about 35 DEG and 25 DEG, more preferably 30 DEG before the top dead center Further comprising an actuator configured to open the intake valve (3A) to supply a pressurized oxidant when in the first position, and to close the intake valve at 10 [deg.] To 2 [deg.], Preferably about 5 [ Internal combustion two-stroke steam engine.
5. The piston according to any one of claims 1 to 4, wherein the head of the piston is reciprocating from -21 DEG to + 15 DEG, preferably from -10 DEG to + 5 DEG, And is configured to open the exhaust valve (3B) to exhaust the exhaust gas when in the athletic position, wherein the exhaust valve (3B) is located between about 25 DEG and 5 DEG, preferably between 20 DEG and 10 DEG, more preferably between about 15 DEG Further comprising an actuator configured to close the exhaust valve.
6. The fuel injector according to any one of claims 1 to 5, wherein the fuel injector injects fuel at a temperature between -5 DEG and + 5 DEG, preferably at 0 DEG, from the top dead center, And immediately ignites after being ignited.
7. A device according to any one of claims 1 to 6, characterized in that the water injector is arranged to inject water into the combustion chamber at a temperature between 5 [deg.] And 40 [deg.], Preferably between 7.5 [deg.] And 30 [ Internal combustion two-stroke steam engine.
8. The internal combustion two-stroke steam engine according to any one of claims 1 to 7, wherein the intake valve (3A) and / or the exhaust valve (3B) are poppet valves, sliding valves or rotary disc valves.
9. A method according to any one of claims 1 to 8, wherein the fuel is liquid or gas in steady state conditions, preferably the fuel is a gas in steady state conditions, especially hydrogen; Methane, ethane, propane, butane or natural gas.
10. The control device according to any one of claims 1 to 9, wherein the control device is configured to control at least one of opening and closing of the intake valve, opening and closing of the exhaust valve, timing and amount of fuel injection, timing and amount of water injection, Further comprising a control unit.
11. The water treatment system according to any one of claims 1 to 10, further comprising a water tank (7) as a water supply unit for supplying water to the water injector (6) and a water tank Further comprising a condenser section (18) operative to supply said condensed water.
12. The internal combustion two-stroke steam engine according to any one of claims 1 to 11, wherein the head of the piston toward the combustion chamber has an inwardly curved surface.
13. The apparatus according to any one of claims 1 to 12, further comprising a plurality of water injectors (6) distributed along the circumference of the combustion chamber at a position below the top dead center position, The position is preferably such that when the crankshaft is at a rotational angle of 0 DEG to 35 DEG, preferably 5 DEG to 25 DEG with respect to the TDC position, 2-stroke steam engine.
14. The apparatus according to any one of claims 1 to 13, comprising a plurality of water injectors disposed at different positions relative to the reciprocating axis, wherein water injection of each of the plurality of water injectors is controlled individually Internal two-stroke steam engine.
15. A method according to any one of claims 1 to 14, wherein the water injector has an angle of at least 90 DEG, preferably between 92.5 DEG and 150 DEG, more preferably between 95 DEG and 130 DEG relative to the reciprocating axis in the direction of top dead center Wherein the steam is injected at an angle between the steam inlet and the steam inlet.
16. An engine as claimed in any one of the preceding claims, wherein the engine casing includes a cylinder head and a cylinder block, the cylinder head being arranged to enclose a distance of the piston head by a crankshaft rotation of about 25 degrees from top dead center Stroke steam engine.
17. The internal combustion two-stroke steam engine according to claim 16, wherein the water injector or the plurality of water injectors are disposed between the cylinder head and the cylinder block.
18. A method of operating a sparked reciprocating internal combustion two-stroke steam engine according to any one of claims 1 to 17, characterized in that the method comprises the steps of rotating the crankshaft (16) and of a corresponding reciprocating motion of the piston The method of operating a sparked reciprocating internal combustion two-stroke steam engine,
(a) when the head of the piston is in the reciprocation position at 90 [deg.] to 20 [deg.] before the top dead center, preferably at about 35 [deg.] to 25 [ 3A), and closing the intake valve between 10 [deg.] And 2 [deg.] Before the top dead center, preferably at about 5 [deg.].
19. The method of claim 18, wherein the method further comprises the following steps in each cycle of rotation of the crankshaft (16) and corresponding reciprocating motion of the piston (1)
(b) when the head of the piston is in the reciprocating position at -21 [deg.] to + 15 [deg.], preferably -10 [deg.] to + 5 [ Opening the exhaust valve 3B and closing the exhaust valve 25 to 5 degrees before the top dead center, preferably 20 to 10 degrees, more preferably about 15 degrees.
A method as claimed in claim 18 or 19, wherein the method further comprises the following steps in each cycle of rotation of the crankshaft (16) and corresponding reciprocating motion of the piston (1)
(c) injecting the fuel in the range of -5 ° to + 5 °, preferably 0 °, from the top dead point and igniting the spark plug immediately after closing of the fuel injector.
21. A method according to any one of claims 18 to 20, wherein the method further comprises the following steps in each cycle of rotation of the crankshaft (16) and corresponding reciprocating motion of the piston (1)
(d) spraying water into the combustion chamber at 5 to 40 degrees, preferably 7.5 to 30 degrees after top dead center.
22. The method of claim 21, wherein the mass of water injected into the combustion chamber after step (c) represents 0.8 to 1.5, preferably 0.9 to 1.2 of the mass of the combustion gas inside the combustion chamber.
23. A method according to any one of claims 18 to 22, wherein the pressure of the compressed oxidant supplied in step (a) is controlled by a control part.
24. The process according to any one of claims 18 to 23, wherein in step (a), preferably in each cycle; The opening of the intake valve 3A is controlled by the control section at a value in the range of 90 to 20 degrees, preferably in the range of 35 to 25 degrees, more preferably 30 degrees, before the top dead center point; And / or the closing of the intake valve (3A) is regulated by the control part at a value in the range of 10 [deg.] To 2 [deg.], Preferably 5 [deg.] Before top dead center.
25. A process according to any one of claims 18 to 24, wherein in step (b), preferably in each cycle; The opening of the exhaust valve 3B is controlled by the control section at a value in the range of -21 DEG to + 15 DEG, preferably -10 DEG to + 5 DEG, more preferably 0 DEG from the bottom dead center point; And / or the closing of the exhaust valve (3B) is controlled by the control section at a value in the range of 25 DEG to 5 DEG, preferably 20 DEG to 10 DEG, more preferably 15 DEG before bottom dead center How to.
26. The method according to any one of claims 18 to 25, wherein the injection of fuel in step (c) is carried out at a value within the range of -5 to +5 degrees, preferably 0 degrees, from the top dead center, Each cycle being controlled by a control unit.
27. The method according to any one of claims 18 to 26, wherein said spraying of water in step (d) has a value within the range of 5 to 40, preferably within the range of 7.5 to 30 after the top dead center, Is controlled by the control unit every cycle of the operation.

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